We do know this is DI right?
No, targeting say 12.5:1 up top is perfectly fine assuming you have the fuel. Pump gas that’s a bit lean, but hardly “$#@!’s gunna melt” lean. If you run with ethanol in the tank, that is absolutely fine. I target about 12.3-5:1 up top for E50 without meth right now. OTS E30 fuel targets more like 12.2-4:1 from what I’ve seen, pump gas Cobb maps seem to target closer to 11.5-12:1.

Now port injection, Houston we have a problem once you clear 12:1 or so. But not the case here, OP you are fine.

We’ve all seen piggyback only logs with LEAN conditions. The type of targets you are talking about are good to go.

If you target leaner than 10.5:1 with a suby motor at any point in the tune you're gonna have a bad time. That's what you get when you build a motor out of glass. Gotta try to drown the horsepowers with fuel if you wanna push more than factory boost through them.

For any normal car it's kinda like this: gasoline E10 max power rich is around 12.3:1, max power lean is around 13.2:1, but those values may be unsafe depending on your conditions, and you may get more power richer if you can run more timing... but timing being equal, that's generally peak power AFR's. 100% E85 max power rich is around 10.5:1, max power lean is around 12.6:1 (converted to gasoline AFR's for comparison purposes).

E85 has a wider range of ideal AFR but they are at a bit lower lambda's then gasoline because the fuel is oxygenated. And there you have it.

With the single turbo at higher boost levels richer is better if you can support it. But supporting richer air/fuel ratios is difficult with the current fueling situation. With E85 it's almost impossible. I'd draw the line around 12.2:1 if over 20psi personally.

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We do know this is DI right?
No, targeting say 12.5:1 up top is perfectly fine assuming you have the fuel. Pump gas that’s a bit lean, but hardly “$#@!’s gunna melt” lean. If you run with ethanol in the tank, that is absolutely fine. I target about 12.3-5:1 up top for E50 without meth right now. OTS E30 fuel targets more like 12.2-4:1 from what I’ve seen, pump gas Cobb maps seem to target closer to 11.5-12:1.

Now port injection, Houston we have a problem once you clear 12:1 or so. But not the case here, OP you are fine.

We’ve all seen piggyback only logs with LEAN conditions. The type of targets you are talking about are good to go.

Can you please explain to me why 12.5 is a bit lean for pump gas and perfectly fine for ethanol? The only way that statement is true is if you experience lean related knock with pump gas. As far as lean conditions are concerned lambda is lambda is lambda. Regardless of the fuel in the tank the lambda is the same and the valve is converted to a gas afr. Everyones target afr is personal preference, but that target should be the same regardless of the fuel used.

As for what afr to run, I have had .8-.82 (12-11.8 gas afr) lambda work well in the past.

Can you please explain to me why 12.5 is a bit lean for pump gas and perfectly fine for ethanol? The only way that statement is true is if you experience lean related knock with pump gas. As far as lean conditions are concerned lambda is lambda is lambda. Regardless of the fuel in the tank the lambda is the same and the valve is converted to a gas afr. Everyones target afr is personal preference, but that target should be the same regardless of the fuel used.

As for what afr to run, I have had .8-.82 (12-11.8 gas afr) lambda work well in the past.

Can you please explain to me why 12.5 is a bit lean for pump gas and perfectly fine for ethanol? The only way that statement is true is if you experience lean related knock with pump gas. As far as lean conditions are concerned lambda is lambda is lambda. Regardless of the fuel in the tank the lambda is the same and the valve is converted to a gas afr. Everyones target afr is personal preference, but that target should be the same regardless of the fuel used.

As for what afr to run, I have had .8-.82 (12-11.8 gas afr) lambda work well in the past.

Gas max power lambda is .84 to .9

E85 max power lambda is .71 to .87

There are catches, however. Richer OR leaner lambda will slow flame speed, which is fastest around the max power lambda's. So, if you are targeting max power lambda's and have high advance, you will have a faster flame speed and higher cylinder pressures. This could induce knock.

Also, since richer lambda's increase cooling, leaner lambda's to the point of max power lamdba's may not cool the charge enough to prevent knock at such high cylinder pressures encountered with the higher flame speed as well, inducing knock.

With gasoline, this is a problem, because the octane is 93 (in DI vs PFI it's effective octane is much higher, but still meh)

With E85 or race gase, due to higher Octane (and with E85, octane and fuel volume), you are not limited by detonation, thus you can increase timing and lean to a max power lambda. Due to our fuel system, with E85 we just happen to be forced to run at max power lean lambda for the fuel because we cannot run at max power rich for the fuel. It's fine because of the nature of the fuel. If we could support a .71 lambda with E85, you wouldn't need an intercooler.

Target lambda should not be the same regardless. We target rich lambda/AFR (in relation to max power) for gasoline because of it's characteristics. We target a comparatively LEAN afr/lambda for E85 due to its characteristics and our fuel system limitations. Just because it works great to target .8-.82 lambda for both fuels, don't misconstrue the reasons why.

There are catches, however. Richer OR leaner lambda will slow flame speed, which is fastest around the max power lambda's. So, if you are targeting max power lambda's and have high advance, you will have a faster flame speed and higher cylinder pressures. This could induce knock.

Also, since richer lambda's increase cooling, leaner lambda's to the point of max power lamdba's may not cool the charge enough to prevent knock at such high cylinder pressures encountered with the higher flame speed as well, inducing knock.

With gasoline, this is a problem, because the octane is 93 (in DI vs PFI it's effective octane is much higher, but still meh)

With E85 or race gase, due to higher Octane (and with E85, octane and fuel volume), you are not limited by detonation, thus you can increase timing and lean to a max power lambda. Due to our fuel system, with E85 we just happen to be forced to run at max power lean lambda for the fuel because we cannot run at max power rich for the fuel. It's fine because of the nature of the fuel. If we could support a .71 lambda with E85, you wouldn't need an intercooler.

Target lambda should not be the same regardless. We target rich lambda/AFR (in relation to max power) for gasoline because of it's characteristics. We target a comparatively LEAN afr/lambda for E85 due to its characteristics and our fuel system limitations. Just because it works great to target .8-.82 lambda for both fuels, don't misconstrue the reasons why.

Thats a hell of a break down, but you are likely wasting your energy typing it. Me and the diver went back and forth one evening on the N54 enthusiast fb page, he's pretty dead set on only acknowledging his own opinions.